Internal-combustion engine



Apr. 3, 1923.

E. H. TARTRAiS INTERNAL COMBU9T 101: ENGINE Filed July 14, 1921 Fig.1

Patented Apr. 3', 1923.

Pia TENT OFFI EIIGENE HENRI TARTRAIS', OF MAISONS-LAFFITTE, FRANCE.

INTERNAL-COMBUSTION ENGINE.

, Application filed July 14,

To all whom it may concern:

Be it' known that I, EUGENE HENRI- TAR- TRAIS, citizen of the French Re ubhc, residing at Maisons-Lafiitte, in the epublic of France, have invented new and useful Improvements in Internal-Combustion En gines, of which the following is a specification.

This invention relates to improvements 111 internal combustion engines working with injection of liquid fuel, of'the type wherein the piston is provided with an extension adapted to engage in" an aperture connecting the cylinder with the combustion chamher. One of the characteristics of this invention resides in the fact that the sa1d extension of the piston is traversed by one or more ducts opening on the one hand at the side of the said extension and on theother. hand upon the upper surface thereof, and through which a small portion of the an or fuel mixture compressed by the piston is enabled to pass when the said extension is engaged in the above-mentioned aperture.

In the accompanying drawing which shows by way of example an embodiment of this invention:

Fig. 1 is a section of the upper part of the cylinder and the piston of a two cycle engine.

Fig. 2 shows a modified from of the oh- I turator.

As shown in the drawing, the piston 1 working in the cylinder 2-is provided with a central extension 4. Upon the end" of cylinder 2 is mounted the cylinder head 2' closed by a cover 16. The combustion chamber 8, which has the shape of a torus, is secured in the cylinder head by an annular screwthreaded member 6 into which the extension 4 on the pistonis'adapted to entom of its stroke, the' piston 1 has opened and closed the air ports not shown for the admission of scaveng- 1921. Serial No. 484,807.

ing air-and the cylinder 2 has received the necessary quantity of air which is compressed upon the return of the piston. When the piston reaches the position shown in full lines, that is, when the edge 3 of the extension or deflecting obturator 4 disposed upon the piston comes to a level with the edge 5 of the member 6, the compressed air retained in the chamber 7 temporarily formed between the piston and the cylinder head is caused to' pass in a violent manner into the combustion chamber 8 through the annular space 9 between the parts 4 and 6, and assumes a whirling motion according to the arrows 10. Whilethis transfer of fluid is taking place, the atomizer-11 will project the liquidfuel according tot-'he arrows 12 in equal quantities about the axis thereof. This liquid fuel is taken up by the stream of air 13 in the form of an annular column which issues from the annular orifice 9 and said fuel is drawn into the fluid in movement as shown at 10. The more volatile portions are at once evaporated and become mixed with the air. The portions still in the liquid state are projected by centrifugal force against the walls of the chamber 8 which are highly heated, and in fact to redness, inasmuch as no water cooling is provided in said chamber, and the said fuel portions become vaporized in turn and the gas thus produced will enter the moving mass 10. In these conditions, under the combined action of the heat of compression and theheat of the walls, the i nition takes place, giving rise to a 511% stantially isopleric combustion. The cycle is then completed in the known manner.

Experience shows the following drawback in this method of operating. In practice, it is most probable that the transfer of fluid from the portion 7 of the cylinder into the space 20 in the combustion chamber is not carried out in a continuous manner but perhaps with slight undulatory or return movements occasioned by an early partial combustion of fuel from the beginning of I for the same at this point, and moreover the said fuel will not be in the proper condition for a good combustion, having therein particles which are still in the liquid state.

The present invention has for its purpose to obviate this drawback. To this end, the obturator 4 is constructed as showrrin F ig.

1 and is provided with ducts l5 constituting a slight by-pass from the main stream which passes through the annular orifice 9. This slight branch has a scavenging action and causes the badly-directed fuel to return to the moving mass of gases 10. It is obvious that the said ducts may assume various shapes, and they may be given for instance the form shown in Fig. 2 or another form which will carry out the same purpose, this being to reduce the speed of the air at the outlet. A violent rush of air upon the atomizer would have the effect of projecting the fuel upon the wall at 16, this being a cold portiondue to the water circulation at 17which is contrary to the proposed purpose.

In the two examples herein set forth, it is observed that the speed of the air in the branch stream is reduced, this being effected in Fig. 1 by the converging posltion of the ducts and in Fig. 2 byusing a small expansion chamber 18 provided with relatively large discharge apertures 19.

Having now described my invention, what- I claim as new and desire to secure by Letters Patent is:

1. An internal combustion engine comprising a cylinder, a combustion chamber having the shape of a. torus and communicating with said cylinder by a central opening, a fuel atomizer extending into said combustion chaniber opposite said central opening and adapted to discharge the fuel in radial directions, a piston working in said cylinder and a projection on the head of the piston, adapted to engage into said central opening, said projection being provided with means affording a restricted passage for the air surrounding the projection, which passage opens into the end face of the projection.

2. An internal combustion engine comprising a cylinder, a combustion chamber having the shape of a torus and communicating with said cylinder by a central opening, a fuel atomizer extending into said combustion chamber opposite said central opening and adapted to discharge the fuel in radial directions, a piston working in said cylinder and a projection on the head of the piston, adapted to engage into said central opening, said projection being provided with ducts which extend therethrough from the side surface of said projection to its end face.

3. An internal combustion engine, comprising a cylinder, a combustion chamber having the shape of a torus and communicating with said cylinder by a central opening, a fuel atomizer extending into said combustion chamber opposite said central opening and adapted to discharge the fuel in radial directions, a piston working in said cylinder and a projection on the head of the piston, adapted to engage into said central opening, said projection being provided with ducts which extend therethrough from the side surface of said projection to its end face and converge towards each other on this end face.

In testimony whereof I have signed my name to this specification.

EUGENE HENRI TARTRAIS. 

